Seal assembly with reduced pressure load arrangement

ABSTRACT

A seal assembly for a gas turbine engine according to an example of the present disclosure includes, among other things, a seal arc segment including a sealing portion, and a first rail and a second rail opposed to the first rail. The sealing portion extends in a circumferential direction between opposed mate faces and extends in an axial direction between a leading edge and a trailing edge. Each of the first and second rails extend outwardly in a radial direction from the sealing portion to respective first and second edge faces, and the sealing portion has a sealing face dimensioned to bound a gas path and includes a backside face opposed to the sealing face. The first and second rails include respective first and seconds pairs of hooks dimensioned to mount the seal arc segment to an engine static structure in an installed position. The seal arc segment is radially opposed to the sealing face between the first and second edge faces establishing a first region. The seal arc segment is radially opposed to the sealing face between the leading and trailing edges establishing a second region. A method of sealing for a gas turbine engine is also disclosed.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.16/903,509, filed Jun. 17, 2020, which claims priority to U.S.Provisional Application 62/975,895, filed Feb. 13, 2020.

BACKGROUND

This disclosure relates to cooling of gas turbine engine components.

Gas turbine engines can include a fan for propulsion air and to coolcomponents. The fan also delivers air into a core engine where it iscompressed. The compressed air is then delivered into a combustionsection, where it is mixed with fuel and ignited. The combustion gasexpands downstream over and drives turbine blades. Static vanes arepositioned adjacent to the turbine blades to control the flow of theproducts of combustion.

The turbine section may include multiple stages of rotatable blades andstatic vanes. An annular shroud or blade outer air seal may be providedaround the blades in close radial proximity to the tips of the blades toreduce the amount of gas flow that escapes around the blades. The shroudtypically includes a plurality of arc segments that arecircumferentially arranged about the blades and mounted to supportstructure.

Pressurized cooling air may be utilized to cool the shroud.

SUMMARY

A seal assembly for a gas turbine engine according to an example of thepresent disclosure includes a seal arc segment including a sealingportion, and a first rail and a second rail opposed to the first rail.The sealing portion extends in a circumferential direction betweenopposed mate faces and extends in an axial direction between a leadingedge and a trailing edge. Each of the first and second rails extendoutwardly in a radial direction from the sealing portion to respectivefirst and second edge faces, and the sealing portion has a sealing facedimensioned to bound a gas path and includes a backside face opposed tothe sealing face. Each of the first and second rails includes at leastone interface bore dimensioned to receive a retention pin such that theseal arc segment is carried by the retention pin in an installedposition. The seal arc segment is radially opposed to the sealing facebetween the first and second edge faces establishing a first region. Thefirst region is inclusive of a portion of the backside face and thefirst and second edge faces. The seal arc segment is radially opposed tothe sealing face between the leading and trailing edges establishing asecond region. The first and second regions extend circumferentiallybetween the mate faces. The second region is inclusive of the backsideface and the first region. A radially facing component of a totalsurface area of the first region is divided by a radially facingcomponent of a total surface area of the second region establishes aload ratio. The load ratio is equal to or less than 0.5.

In a further embodiment of any of the foregoing embodiments, the sealarc segment comprises a ceramic material.

In a further embodiment of any of the foregoing embodiments, the sealarc segment includes a plurality of ply layers in stacked relationshipthat establish a backside cavity between the first and second railsalong the second region.

In a further embodiment of any of the foregoing embodiments, theplurality of ply layers are radiused at interfaces between the sealingportion and the respective first and second rails.

In a further embodiment of any of the foregoing embodiments, a backsidecavity is established between the first and second rails. A radiallyfacing component of a total surface area of the backside cavity isdivided by the radially facing component of the total surface area ofthe second region is equal to or less than 0.2.

In a further embodiment of any of the foregoing embodiments, a radiallyfacing component of a total surface area of the first and second edgefaces is divided by the radially facing component of the total surfacearea of the first region is equal to or less than 0.5.

In a further embodiment of any of the foregoing embodiments, the loadratio is equal to or greater than 0.2, and is equal to or less than 0.4.

A further embodiment of any of the foregoing embodiments includes asupport that has a mounting portion and an interface portion. Themounting portion is attachable to an engine static structure, and theretention pin is dimensioned to engage the interface portion of thesupport to mount the seal arc segment. A support plate is releasablysecured to the support such that the retention pin is trapped betweenthe support and the support plate in an installed position.

In a further embodiment of any of the foregoing embodiments, the sealarc segment includes a ceramic matrix composite material. The sealingportion includes a first cantilevered section between the first rail andthe leading edge, and includes a second cantilevered section between thesecond rail and the trailing edge. The second region is establishedalong the first and second cantilevered sections. A cooling cavity isestablished such that a perimeter of the cooling cavity is bounded bythe support, the support plate, and the backside face between the firstand second rails.

In a further embodiment of any of the foregoing embodiments, the coolingcavity is coupled to a fluid source that conveys pressurized coolingflow to the cooling cavity in operation such that a fluid pressure inthe cooling cavity along the first region is greater than a fluidpressure across the first cantilevered section and is greater than afluid pressure across the second cantilevered section.

In a further embodiment of any of the foregoing embodiments, surfaces ofthe first and second rails slope towards the backside face.

In a further embodiment of any of the foregoing embodiments, thebackside face includes a plurality of undulations between the first andsecond rails.

A gas turbine engine according to an example of the present disclosureincludes an engine case extending along an engine longitudinal axis, anarray of blades rotatable about the engine longitudinal axis; and a sealassembly including an array of blade outer air seals (BOAS) arrangedabout the array of blades. Each of the BOAS includes a sealing portion,a first rail and a second rail opposed to the first rail, the first andsecond rails extending outwardly from the sealing portion, and thesealing portion includes a sealing face dimensioned to bound a core flowpath and including a backside face opposed to the sealing face. At leastone support is attached to the engine case. A plurality of retentionpins is dimensioned to engage the at least one support and the first andsecond rails of a respective one of the BOAS such that the BOAS arecarried by the retention pins. A cooling cavity is established in aradial direction between at least one support and the backside face andin an axial direction between the first and second rails relative to theengine longitudinal axis, and a radially facing component of a totalsurface area of the respective BOAS along the cooling cavity divided bya radially facing component of a total surface area of the blade outerair seal opposite the sealing face establishes a load ratio. The loadratio is equal to or less than 0.5.

In a further embodiment of any of the foregoing embodiments, each of theBOAS comprises a ceramic material.

A further embodiment of any of the foregoing embodiments includes asupport plate positioned relative to the at least one support such thatthe support plate limits movement of the plurality of retention pinsrelative to the engine longitudinal axis.

In a further embodiment of any of the foregoing embodiments, each of thefirst and second rails extends outwardly in a radial direction from thesealing portion to respective first and second edge faces. A backsidecavity is established between the first and second rails. A radiallyfacing component of a total surface area of the first and second edgefaces is divided by a radially facing component of a total surface areaof the backside cavity is equal to or less than 1.0. The load ratio isequal to or greater than 0.2, and is equal to or less than 0.4.

A method of sealing for a gas turbine engine according to an example ofthe present disclosure includes positioning a seal arc segment relativeto a support. The support is attachable to an engine static structure.The seal arc segment includes opposed first and second rails extendingradially outwardly from a sealing portion. The sealing portion includesa sealing face dimensioned to bound a gas path and includes a backsideface radially opposed to the sealing face. The method includes moving atleast one retention pin into engagement with the support and with atleast one of the first and second rails such that the seal arc segmentis carried by the at least one retention pin, and conveying pressurizedcooling flow to a cooling cavity. The support and the backside face ofthe seal arc segment are bound a perimeter of the cooling cavity. Aradially facing component of a total surface area of the seal arcsegment along the cooling cavity is divided by a radially facingcomponent of a total surface area of the seal arc segment opposite thesealing face establishes a load ratio. The load ratio is equal to orless than 0.5.

In a further embodiment of any of the foregoing embodiments, the sealarc segment comprises a ceramic material.

A further embodiment of any of the foregoing embodiments includestrapping the at least one retention pin between the support and asupport plate. The support plate is dimensioned to bound the perimeterof the cooling cavity.

In a further embodiment of any of the foregoing embodiments, thebackside face includes a first localized region between the first railand a leading edge of the sealing portion, a second localized regionbetween the first and second rails bounding the cooling cavity, and athird localized region between the second rail and a trailing edge ofthe sealing portion. The first and third localized regions are outwardof the perimeter of the cooling cavity such the first and thirdlocalized regions are exposed to the gas path. The conveying step occurssuch that a fluid pressure across the second localized region is greaterthan a fluid pressure across the first localized region and is greaterthan a fluid pressure across the third localized region.

The various features and advantages of this disclosure will becomeapparent to those skilled in the art from the following detaileddescription. The drawings that accompany the detailed description can bebriefly described as follows.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates an example gas turbine engine.

FIG. 2 illustrates an axial view of an example blade outer air sealassembly including a plurality of seal arc segments.

FIG. 3 illustrates a section view of the seal assembly taken along line3-3 of FIG. 2 including a cooling scheme.

FIG. 4 illustrates a perspective view of the seal arc segment of FIG. 3.

FIG. 5 illustrates the cooling scheme of FIG. 3 .

FIG. 6 illustrates a plan view of the seal arc segment of FIG. 5 .

FIG. 7 illustrates a section view of a seal assembly according to anexample.

FIG. 8 illustrates a section view of a seal assembly according toanother example.

FIG. 9 illustrates a section view of a seal assembly according to yetanother example.

FIG. 10 illustrates a section view of a seal arc segment according toanother example.

FIG. 11 illustrates a seal assembly including a seal arc segmentaccording to yet another example.

FIG. 12 illustrates a perspective view of the seal arc segment of FIG.11 .

FIG. 13 illustrates a section view of the seal arc segment of FIG. 12 .

DETAILED DESCRIPTION

FIG. 1 schematically illustrates a gas turbine engine 20. The gasturbine engine 20 is disclosed herein as a two-spool turbofan thatgenerally incorporates a fan section 22, a compressor section 24, acombustor section 26 and a turbine section 28. The fan section 22 drivesair along a bypass flow path B in a bypass duct defined within a housing15 such as a fan case or nacelle, and also drives air along a core flowpath C for compression and communication into the combustor section 26then expansion through the turbine section 28. Although depicted as atwo-spool turbofan gas turbine engine in the disclosed non-limitingembodiment, it should be understood that the concepts described hereinare not limited to use with two-spool turbofans as the teachings may beapplied to other types of turbine engines including three-spoolarchitectures.

The exemplary engine 20 generally includes a low speed spool 30 and ahigh speed spool 32 mounted for rotation about an engine centrallongitudinal axis A relative to an engine static structure 36 viaseveral bearing systems 38. It should be understood that various bearingsystems 38 at various locations may alternatively or additionally beprovided, and the location of bearing systems 38 may be varied asappropriate to the application.

The low speed spool 30 generally includes an inner shaft 40 thatinterconnects, a first (or low) pressure compressor 44 and a first (orlow) pressure turbine 46. The inner shaft 40 is connected to the fan 42through a speed change mechanism, which in exemplary gas turbine engine20 is illustrated as a geared architecture 48 to drive a fan 42 at alower speed than the low speed spool 30. The high speed spool 32includes an outer shaft 50 that interconnects a second (or high)pressure compressor 52 and a second (or high) pressure turbine 54. Acombustor 56 is arranged in exemplary gas turbine 20 between the highpressure compressor 52 and the high pressure turbine 54. A mid-turbineframe 57 of the engine static structure 36 may be arranged generallybetween the high pressure turbine 54 and the low pressure turbine 46.The mid-turbine frame 57 further supports bearing systems 38 in theturbine section 28. The inner shaft 40 and the outer shaft 50 areconcentric and rotate via bearing systems 38 about the engine centrallongitudinal axis A which is collinear with their longitudinal axes.

The core airflow is compressed by the low pressure compressor 44 thenthe high pressure compressor 52, mixed and burned with fuel in thecombustor 56, then expanded over the high pressure turbine 54 and lowpressure turbine 46. The mid-turbine frame 57 includes airfoils 59 whichare in the core airflow path C. The turbines 46, 54 rotationally drivethe respective low speed spool 30 and high speed spool 32 in response tothe expansion. It will be appreciated that each of the positions of thefan section 22, compressor section 24, combustor section 26, turbinesection 28, and fan drive gear system 48 may be varied. For example,gear system 48 may be located aft of the low pressure compressor, or aftof the combustor section 26 or even aft of turbine section 28, and fan42 may be positioned forward or aft of the location of gear system 48.

The engine 20 in one example is a high-bypass geared aircraft engine. Ina further example, the engine 20 bypass ratio is greater than about six(6), with an example embodiment being greater than about ten (10), thegeared architecture 48 is an epicyclic gear train, such as a planetarygear system or other gear system, with a gear reduction ratio of greaterthan about 2.3 and the low pressure turbine 46 has a pressure ratio thatis greater than about five. In one disclosed embodiment, the engine 20bypass ratio is greater than about ten (10:1), the fan diameter issignificantly larger than that of the low pressure compressor 44, andthe low pressure turbine 46 has a pressure ratio that is greater thanabout five 5:1. Low pressure turbine 46 pressure ratio is pressuremeasured prior to inlet of low pressure turbine 46 as related to thepressure at the outlet of the low pressure turbine 46 prior to anexhaust nozzle. The geared architecture 48 may be an epicycle geartrain, such as a planetary gear system or other gear system, with a gearreduction ratio of greater than about 2.3:1 and less than about 5:1. Itshould be understood, however, that the above parameters are onlyexemplary of one embodiment of a geared architecture engine and that thepresent invention is applicable to other gas turbine engines includingdirect drive turbofans.

A significant amount of thrust is provided by the bypass flow B due tothe high bypass ratio. The fan section 22 of the engine 20 is designedfor a particular flight condition—typically cruise at about 0.8 Mach andabout 35,000 feet (10,668 meters). The flight condition of 0.8 Mach and35,000 ft (10,668 meters), with the engine at its best fuelconsumption—also known as “bucket cruise Thrust Specific FuelConsumption (′TSFC)”—is the industry standard parameter of lbm of fuelbeing burned divided by lbf of thrust the engine produces at thatminimum point. “Low fan pressure ratio” is the pressure ratio across thefan blade alone, without a Fan Exit Guide Vane (“FEGV”) system. The lowfan pressure ratio as disclosed herein according to one non-limitingembodiment is less than about 1.45. “Low corrected fan tip speed” is theactual fan tip speed in ft/sec divided by an industry standardtemperature correction of [(Tram ° R)/(518.7° R)]^(0.5). The “Lowcorrected fan tip speed” as disclosed herein according to onenon-limiting embodiment is less than about 1150 ft/second (350.5meters/second).

FIG. 2 illustrates an axial view of an example assembly 60 for a gasturbine engine. The assembly 60 can be incorporated into a portion ofthe engine 20 of FIG. 1 , such as the turbine section 28. In theillustrative example of FIG. 2 , the assembly 60 is a blade outer airseal assembly for sealing portions of a gas turbine engine. The assembly60 can alternatively or additionally be adapted for other portions ofthe engine 20, such as an upstream stage of the compressor section 24 orcombustor panels defining portions of a combustion chamber located inthe combustor section 26. Although the teachings herein primarily referto a two-spool gas turbine engine having a fan, other systems canbenefit from the teachings herein, such as engines without a fan andother ground based systems.

The assembly 60 is positioned radially outward of a rotor 62 having anarray (or row) of airfoils or rotatable blades 64. The blades 64 arerotatable about the engine longitudinal axis A in a gas path GP, such asthe core flow path C (FIG. 1 ). The blades 64 are positioned adjacent toone or more rows of vanes that direct flow in the gas path GP towardsthe blades 64.

The assembly 60 includes one or more gas turbine engine components 66.In the illustrative example of FIG. 2 , the components 66 are bladeouter air seals (BOAS) or seal arc segments. The assembly 60 includes anarray of seal arc segments 66 circumferentially arranged in an annulusaround the engine longitudinal axis A and about the blades 64. The sealarc segments 66 are mounted to at least one support 68, which can becontinuous or can be segmented as a plurality of supports (illustratedby dashed lines in FIG. 2 ). The support 68 is mounted or attached to anengine case 70 through one or more connections 69. The engine case 70provides a portion of the engine static structure 36 (FIG. 1 ). Theengine case 70 is arranged about and extends along the engine axis A. Inother examples, the seal arc segments 66 are directly attached to theengine case 70. The engine case 70 can be mounted or attached to, orform a portion of, the engine static structure 36 (see also FIG. 1 ).

Each seal arc segment 66 can be formed of a material having a hightemperature capability. Example high temperature materials includemetallic alloys and ceramic-based materials, such as a monolithicceramic or a ceramic matrix composite (CMC) material. An example of ahigh temperature metallic alloy is a nickel-based alloy. Monolithicceramics include, but are not limited to, silicon carbide (SiC) orsilicon nitride (Si₃N₄). In other examples, each seal arc segment 66 isformed of high-toughness material such as, but not limited to, singlecrystal metallic alloys.

The seal arc segments 66 are positioned in close radial proximity totips 64T of the blades 64 to reduce the amount of gas flow that escapesaround the blades 64 and through a clearance gap G. The engine 20 caninclude an active or passive clearance control system to adjust theclearance gap G to a desired dimension during one or more operatingconditions of the engine 20. The clearance gap G may also vary duringoperation of the engine 20, such as between a non-operating, cold statecondition, and an operating condition such as a cruise and/or takeoffcondition of the engine 20.

Referring to FIG. 3 , with continuing reference to FIG. 2 , an axialcross section view of the assembly 60 is shown. FIG. 4 illustrates aperspective view of an example seal arc segment 66. The seal arc segment66 is arranged about the longitudinal axis A to bound the gas path GP.Each seal arc segment 66 includes a sealing portion 72 and a sealinterface portion 74 along a backside 73 of the seal arc segment 66. Thesealing portion 72 includes a generally arcuate sealing face (orsurface) 72A extending in a circumferential (or thickness) direction Tbetween circumferential mate faces 72B and extending in an axialdirection X between a leading edge 72LE and a trailing edge 72TE, asillustrated by FIG. 4 (see also FIG. 2 ). The axial direction X can beparallel or substantially parallel to the longitudinal axis A. Thesealing face 72A is dimensioned to bound portions of the gas path GP,such as the core flow path C of FIG. 1 . The backside face 73 isradially opposed to the sealing face 72A. The sealing face 72A can faceradially inward and the backside face 73 faces radially outward relativeto the longitudinal axis A when the seal arc segment 66 is in aninstalled position, as illustrated by FIG. 3 .

The first interface portion 74 of the seal arc segment 66 includes apair of opposed first and second rails 74R (indicated at 74R-1, 74R-2)extending radially outwardly in a radial direction R from the sealingportion 72 to respective first and second edge faces 74RF (indicated at74RF-1, 74RF-2). An elongated slot or backside cavity 74S is establishedbetween the rails 74R. The seal arc segment 66, including at least thesealing portion 72 and/or rails 74R of the seal interface portion 74,can be made of any of the materials disclosed herein, including aceramic-based material such as a CMC material.

The sealing portion 72 of the seal arc segment 66 includes a backsideface (or surface) 72C radially opposed to the sealing face 72A. Thebackside face 72C extends along the backside 73 of the seal arc segment66. The sealing portion 72 includes a leading edge (or firstcantilevered) extension or section 72L, a trailing edge (or secondcantilevered) extension or section 72T, and an intermediate (or third)section 72I interconnecting the leading edge and trailing edge sections72L, 72T. The leading edge section 72L extends in the axial direction Xbetween the first rail 74R-1 and the leading edge 72LE, and the trailingedge section 72TE extends in the axial direction X between the secondrail 74R-2 and the trailing edge 72TE. The intermediate section 72Iextends in the axial direction X between the leading and trailing edgesections 72L, 72T and between the rails 74R relative to the longitudinalaxis A. In the illustrative example of FIGS. 3-4 , the leading edge andtrailing edge sections 72L, 72T are cantilevered from the intermediatesection 72I.

The backside face 72C includes a first (or leading edge) localizedregion LR1 along the leading edge section 72L between the leading edge72LE and the first rail 74R-1, a second (or intermediate) localizedregion LR2 between the pair of rails 74R, and a third (or trailing edge)localized region LR3 along the trailing edge section 72T between thesecond rail 74R-2 and the trailing edge 72TE. The first and second rails74R-1, 74R-2 are dimensioned to extend in the circumferential directionT between the opposed mate faces 72B of the seal arc segment 66 todivide the backside face 72C into the first localized region LR1, thesecond localized region LR2, and the third localized region LR3.

The support 68 includes a mounting portion 76, a first interface portion78 and a second interface portion 79, which can be made of a metallicmaterial. The mounting portion 76 is attachable to the engine staticstructure 36 directly or through the engine case 70. In the illustrativeexample of FIG. 3 , the interface portions 78, 79 are flanges thatextending radially inwardly from the mounting portion 76 in a directiontowards the longitudinal axis A. The support 68 includes a supportcavity 77 established between the interface portions 78, 79. The supportcavity 77 is dimensioned to at least partially receive the rails 74R.

The assembly 60 includes a retention feature 80 that mounts the seal arcsegments 66 to the support 68 during engine operation. The retentionfeature 80 is dimensioned to carry the seal arc segment 66 in aninstalled position. The retention feature 80 is dimensioned to establishand maintain a predetermined distance between the sealing face 72A ofthe seal arc segments 66 and the blade tips 64T across the clearance gapG.

Various retention features 80 can be utilized. The retention feature 80can be arranged to releasably secure the seal interface portion 74 tothe support 68. Example retention features include flanges, fastenerssuch as clips, pins, bolts and rivets, as well as other components thatmechanically join objects together such as a length of wire. In theillustrative example of FIGS. 3-4 , the retention feature 80 includesone or more retention pins (or members) 84 releasably secured to theseal arc segment(s) 66. Each retention pin 84 is dimensioned to engagethe first and/or second interface portions 78, 79 of the support 68 andthe rail(s) 74R of the seal interface portion 74 of a respective one ofthe seal arc segments 66 such that each of the seal arc segments 66 iscarried by one or more of the retention pins 84 to mount the seal arcsegments 66 in the installed position. The seal arc segment 66, support68 and retention pins 84 are separate and distinct components. In theillustrative example of FIG. 4 , two retention pins 84 are utilized tomount each seal arc segment 66.

Each retention pin 84 includes an elongated main body 84A extendingbetween opposed first and second end portions 84B, 84C. The retentionpin 84 can be dimensioned to span between the first and second interfaceportions 78, 79, as illustrated in FIG. 3 . The main body 84A of theretention pin 84 can have various geometries, such as a circular orotherwise elliptical cross sectional geometry as illustrated by FIGS.3-4 . Other example geometries of the retention pin 84 can includetriangular, rectangular and complex cross sectional geometries.

The seal interface portion 74 includes one or more interface bores 74Bextending through a respective rail 74R. Each interface bore 74B of therail 74R-1 is partially or completely radially aligned in the radialdirection R with a respective interface bore 74B of the rail 74R-2, asillustrated by FIG. 3 . The rails 74R establish respective attachmentpoints along the interface bores 74B dimensioned to engage a respectiveretention pin 84 for mounting the seal arc segment 66 to the support 68.Each interface bore 74B can have a diameter that is greater than orequal to a diameter of a respective one of the retention pins 84. Theinterface bores 74B can be dimensioned to have a relatively greaterdiameter to accommodate differences in thermal expansion of the rails74R, retention pins 84 and/or support 68 during engine operation.Utilizing the retention pins 84 to mounting the seal arc segments 66 maymore evenly distribute loads and reduce localized stress concentrationsin the rails 74R adjacent the attachment points.

The first and second interface portions 78, 79 includes one or morerespective support bores 78B, 79B (one of each shown in FIG. 3 forillustrative purposes). Each pair of interface bores 74B and pair ofsupport bores 78B, 79B is dimensioned to at least partially receive acommon retention pin 84 to establish the installed position of the sealarc segment 66.

In the installed position, each interface bore 74B is partially orcompletely radially aligned in the radial direction R with an adjacentsupport bore 78B. Each retention pin 84 is slidably received in, andextends at least partially through, the support bore 79B and theinterface bore 74B of each rail 74R-1, 74R-2 and is received in arespective support bore 78B to secure the interface portion 74 to thesupport 68 in the installed position. Each interface bore 74B isdimensioned to receive a respective retention pin 84 such the rails 74Rof the seal arc segment 66 are carried by an outer periphery 84D of theretention pin(s) 84 in the installed position. The interface bores 74Bof each rail 74R are dimensioned to receive a respective retention pin84 such that the rails 74R of the seal arc segment 66 sit on an outerperiphery or radially outer surface 84RO of the retention pin 84, asillustrated by FIG. 3 .

The assembly 60 includes a support plate 86 releasably attached orsecured to the support 68. Various techniques can be utilized to securethe support plate 86 to the support 68, such as one or more fasteners.The support plate 86 includes a plate body 86A having a generallyarcuate geometry and extends about the engine longitudinal axis A. Thesupport plate 86 can be a single component or can include one or moresegments mechanically attached to each other. The support plate 86includes a plate flange 86F extending outwardly from the plate body 86A.The plate flange 86F is dimensioned to extend along an inner diameter861D of the support plate 86. The support 68, support plate 86 andretention pins 84 can be made of a high temperature metal or metalalloy, for example.

The support plate 86 can be arranged or positioned relative to thesupport 68 such that the retention pin(s) 84 are trapped between thesupport plate 86 and support 68 in the installed position, asillustrated in FIG. 3 . The first end portion 84B of the retention pin84 is at least partially inserted into the respective support bore 78B,and the second end portion 84C of the retention pin 84 is dimensioned toabut against the plate body 86A of the support plate 86 such that thesupport plate 86 limits axial movement of the retention pin(s) 84relative to the longitudinal axis A. Various techniques can be utilizedto secure the retention pin 84 to the support 68, such as press fittingor threadedly attaching the retention pin 84 in the support bore 78B.The second interface portion 79 of the support 68 is axially opposed tothe first interface portion 78 relative to the longitudinal axis A suchthat the second interface portion 79 is situated between the supportplate 86 and the first interface portion 78.

The seal arc segments 66 can be subject to hot gases communicated in theadjacent gas path GP during engine operation. The assembly 60establishes a cooling arrangement or scheme 92 operable to cool the sealarc segment(s) 66 and adjacent portions of the assembly 60 during engineoperation. Various cooling schemes 92 may be utilized, including any ofthe cooling schemes in combination with any of the assemblies disclosedherein.

The cooling scheme 92 includes at least one feeding plenum (or cavity)94 and cooling cavity 96. The feeding plenum 94 can be defined by anengine static structure such as the engine case 70 or another portion ofthe engine static structure 36. The plenum 94 and cooling cavity 96generally extend in the circumferential direction T about thelongitudinal axis A. In the illustrative example of FIG. 3 , the plenum94 is established between the engine case 70 and support 68. The plenum94 is fluidly coupled to one or more coolant (or fluid) sources CS (oneshown in dashed lines for illustrative purposes). The coolant source CSis configured to supply cooling air or fluid flow CF to the plenum 94.The plenum 94 is configured to receive the pressurized cooling flow CFfrom the cooling source(s) CS to cool portions of the assembly 60including the seal arc segment(s) 66, support 68 and/or engine case 70during engine operation. Coolant sources CS can include bleed air froman upstream stage of the compressor section 24 (FIG. 1 ), bypass air, ora secondary cooling system aboard the aircraft, for example.

The cooling cavity 96 is established along surfaces of the seal arcsegment(s) 66. In the illustrative example of FIG. 3 , the coolingcavity 96 is established in the radial direction R between the support68 and the backside face 72C such that the second localized region LR2bounds the cooling cavity 96. The cooling cavity 96 is established inthe axial direction X between the first and second rails 74R-1, 74R-2relative to the engine longitudinal axis A. The cooling cavity 96 isestablished such a perimeter of the cooling cavity 96 is bounded by thesupport 68, support plate 86, and the second localized region LR2 of thebackside face 72C between the rails 74R and along the intermediatesection 72I of the seal arc segment 66.

The assembly 60 can include a seal member 87 captured between the firstrail 74R-1 of the seal arc segment 66 and the plate flange 86F of thesupport plate 86 to bound the perimeter of the cooling cavity 96adjacent to the first localized region LR1 along the leading edgesection 72L. The seal member 87 is arranged to fluidly isolate theleading edge section 72L from the cooling cavity 96. The seal member 87can incorporate various seal configurations. In the illustrative exampleof FIG. 3 , the seal member 87 is a W-seal arranged to oppose flow alongan axial gap between the seal arc segment 66 and support plate 86.

The first interface portion 78 of the support 68 can be dimensioned toabut the second rail 74R-2 to bound the perimeter of the cooling cavity96. In the illustrative example of FIG. 3 , the support 68 includes atleast one face seal 90 dimensioned to engage the interface portion 74directly or along the second rail 74R-2. The face seal 90 is dimensionedto oppose fluid flow along an axial gap between the seal interfaceportion 74 and first interface portion 78 of the support 68. The faceseal 90 is dimensioned to bound the perimeter of the cooling cavity 96adjacent to the third localized region LR3.

The cooling scheme 92 can include at least one feeding passage 68P andat least one cooling passage 86P arranged to convey pressurized coolingflow CF between the coolant source CS and portions of the seal arcsegment(s) 66. Each feeding passage 68P interconnects the cooling cavity96 and the coolant source CS to convey pressurized cooling flow CF tothe cooling cavity 96 in operation. Each feeding passage 68P is arrangedto convey a portion of the cooling flow CF to the backside cavity 74S tocool adjacent portions of the seal arc segment 66.

One or more cooling passages 86P can be arranged at different positionsthan the feeding passages 68P to convey localized cooling flow CF tosurfaces of the seal arc segment(s) 66. In the illustrative example ofFIG. 3 , the support plate 86 defines one or more cooling passages 86Pfluidly coupled to the cooling cavity 96. Each cooling passage 86P isoriented to convey cooling flow CF from the cooling cavity 96 in adirection towards the leading edge section 72L, for example.

CMC-based seal arc segments 66 may have relative lower stress marginsand may have a much lower ductility than typical metal. Pressurizedcooling flow CF communicated to the cooling cavity 96 may be utilized tocool portions of the seal arc segments 66 and may be delivered tointersegment gaps between mate faces 72C of adjacent seal arc segments66 to reduce a likelihood of ingestion of hot gases in the gas path GP.The pressurized cooling flow CF may subject the seal arc segments 66 torelatively high radial pressure loading on the attachment points orinterfaces between the rails 74R and retention pins 84. Because CMCmaterial can be relatively stiff, the attachment surfaces may not bevery compliant and may have relatively small contact areas thatcommunicate the radial pressure loads to the support structure. Thedisclosed seal arc segments, including the seal arc segments 66, aredimensioned to establish a complete gas path surface and a reducedpressure load arrangement having a reduced backside surface area exposedto the pressurizing cooling flow CF during engine operation.

Referring to FIGS. 5-6 , with continuing reference to FIGS. 3-4 , eachseal arc segment 66 is dimensioned to establish a first backside regionBR1 and a second backside region BR2 along the backside 73 of the sealarc segment 66 radially opposed to the sealing face 72A (shown in dashedlines in FIG. 6 for illustrative purposes).

Surfaces of the seal arc segment 66 radially opposed to the sealing face72A between, and inclusive of, the first and second edge faces 74RF-1,74RF-2 in the axial direction X and between the mate faces 72B in thecircumferential direction T establish the first backside region BR1. Thefirst region BR1 is inclusive of a portion of the backside face 72C,including the second localized region LR2. The first backside region BR1spans a first length LBR₁ in the axial direction X (FIG. 5 ).

Surfaces of the seal arc segment 66 radially opposed to the sealing face72A between the leading and trailing edges 72LE, 72TE in the axialdirection X and between the mate faces 72B in the circumferentialdirection T establish the second backside region BR2. The secondbackside region BR2 is established along the leading and trailing edgesections 72L, 72T cantilevered from the intermediate section 72I, withthe second region BR2 inclusive of the first backside region BR1 and anentirety of the backside face 72C including the localized regionsLR1-LR3. The second backside region BR2 spans a second length LBR₂ inthe axial direction X (FIG. 5 ). A ratio of the first length L_(BR1) tothe second length L_(BR2) is equal to or less than 1.0. In examples, theratio of the first length L_(BR1) to the second length L_(BR2) is equalto or less than 0.5, or more narrowly equal to or greater than 0.2. Infurther examples, the ratio of the first length L_(BR1) to the secondlength L_(BR2) is equal to or less than 0.4. The ratio of the firstlength L_(BR1) to the second length L_(BR2) can be greater than 0.5. Inexamples, the ratio of the first length L_(BR1) to the second lengthL_(BR2) is equal to or greater than 0.6 and is less than or equal to0.9.

The rails 74R of each seal arc segment 66 are dimensioned to establishthird, fourth and fifth backside regions BR3-BR5 along the backside 73of the seal arc segment 66 (shown in dashed lines in FIG. 6 forillustrative purposes). The third backside region BR3 is established bysurfaces of the first rail 74R-1 between the leading edge section 72Land the intermediate section 72I in the axial direction X and betweenthe mate faces 72B in the circumferential direction T, inclusive of thefirst edge face 74RF-1. The fourth backside region BR4 is established bysurfaces of the second rail 74R-2 between the trailing edge section 72Tand the intermediate section 72I in the axial direction X and betweenthe mate faces 72B in the circumferential direction T, inclusive of thesecond edge face 74RF-2. The fifth backside region BR5 is established bysurfaces of the backside cavity 74S between the first and second rails74R-1, 74R-2. In the illustrative example of FIG. 6 , the surface areaof the first backside region BR1 is equal to the surface area of thethird, fourth and fifth backside regions BR3-BR5.

Surfaces of the seal arc segment 66 can be subject to various pressureloads along the regions BR1-BR5 during engine operation. The regionsBR1-BR5 can be dimensioned to reduce radial loading caused bypressurized fluid communicated in the gas path GP and/or cooling cavity96 and associated pressure differentials established across the seal arcsegment 66.

Surfaces of the seal arc segment 66 can be dimensioned to reduce loadingalong the backside 73 and on the attachment points established by theinterface portion 74. A radially facing component of a total surfacearea of the first backside region BR1 divided by a radially facingcomponent of a total surface area of the second backside region BR2relative to the radial direction R establishes a first load ratio(BR1:BR2). The first load ratio can be equal to or less than 1.0. Inexamples, the first load ratio is equal to or less than 0.5. In furtherexamples, the first load ratio is equal to or greater than 0.2, or morenarrowly is equal to or less than 0.4, such as approximately 0.33. Thefirst load ratio can be greater than 0.5. In examples, the first loadratio is equal to or greater than 0.6 and is less than or equal to 0.9.One would understand how to determine total surface area and thecomponents thereof in view of the teachings disclosed herein.

The backside 73 of the seal arc segment 66 can be dimensioned to reduceradial loading that may occur due to exposure of pressurized coolingflow CF in the cooling cavity 96. A backside surface region BRS of theseal arc segment 66 is established along surfaces of the seal arcsegment 66 exposed to the cooling cavity 96. As illustrated in FIG. 5 ,the first backside region BR1 and the backside surface region BRS arethe same. In other examples, the first backside region BR1 differs fromthe backside surface region BRS (see, e.g., FIG. 7 ). In theillustrative example of FIG. 5 , the seal arc segment 66 is arrangedsuch that substantially all radially facing surfaces of the seal arcsegment 66 exposed to the cooling cavity 96 extend along the firstbackside region BR1, and the radially facing component of a totalsurface area of the seal arc segment 66 along the backside surfaceregion BRS divided by the radially facing component of a total surfacearea of the second backside region BR2 establishes a surface load ratio(BRS:BR2). The surface load ratio can be approximately equal to thefirst load ratio, including any of the values disclosed herein. For thepurposes of this disclosure, the term “approximately” means±3 percent ofthe stated value unless otherwise disclosed.

Each feeding passage 68P is arranged to convey a portion of the coolingflow CF to the backside cavity 74S to cool adjacent portions of the sealarc segment 66. The seal arc segment 66 is arranged such that surfacesof the first and third localized regions LR1, LR3 of the backside face72C are exposed to gases in the gas path GP, with the leading andtrailing edge sections 72L, 72T arranged to form a complete gas pathsurface along the gas path GP. Radially pressure loads on the surfacesof the first and third localized regions LR1, LR3 can be relatively lessthan radial pressure loads on surfaces of the seal arc segment 66 alongthe first backside region BR1 including the second localized region LR2due to a pressure differential between the coolant source CS and thecavities adjacent to the localized regions LR1, LR3 and/or the adjacentgas path GP. The coolant source CS is operable to convey pressurizedcooling flow CF to the cooling cavity 96 in operation at a fluidpressure that is greater than a fluid pressure in the cavities adjacentto the localized regions LR1, LR3, and the gas path GP such that a fluidpressure in the cooling cavity 96 along the first backside region BR1 isgreater than a fluid pressure across the leading edge section 72L and/oris greater than a fluid pressure across the trailing edge section 72T.

The rails 74R can be formed at different relative axial positions tovary (e.g., reduce) the surface area of the backside cavity 74S alongthe intermediate section 72I. A radially facing component of a totalsurface area of the fifth backside region BR5 established by thebackside cavity 74S divided by the radially facing component of thetotal surface area of the second backside region BR2 establishes asecond load ratio (BR5:BR2). In examples, the second load ratio is equalto or less than 0.2.

A radially facing component of a total surface area of the third andfourth backside regions BR3, BR4 established by the first and secondedge faces 74RF-1, 74RF-2 divided by the radially facing component ofthe total surface area of the first backside region BR1 establishes athird load ratio (BR3-4:BR1). In examples, the third load ratio is equalto or less than 0.5. The rails 74R can be dimension such that theradially facing component of the total surface area of the thirdbackside region BR3 is substantially equal to the radially facingcomponent of the total surface area of the fourth backside region BR4. Aradially facing component of the total surface area of the first andsecond edge faces 74RF-1, 74RF-2 divided by the radially facingcomponent of the total surface area of the backside cavity 74Sestablishes a fourth load ratio (BR3-4:BR5). In examples, the fourthload ratio is equal to or less than 1.0, or more narrowly between 0.7and 0.9.

The assembly 60 can be assembled as follows. Referring to FIG. 3 , theinterface portion 74 of each seal arc segment 66 is positioned relativeto the first and second interface portions 78, 79 of the support 68. Atleast one retention pin 84 is moved in a direction D2 and is inserted inthe interface bore(s) 74B and support bores 78B, 79B such thatengagement of the retention pin 84 with surfaces of the interfacebore(s) 74B and the support bores 78B, 79B establishes the installedposition in which the seal arc segment 66 is carried by the retentionpins 84. Thereafter, the support plate 86 is secured to the support 68such that the retention pins 84 are trapped between the support 68 andsupport plate 86. The assembly 60 is arranged such that the support 68and the backside face 72C of the seal arc segment 66 bound the perimeterof the cooling cavity 96 along the first backside region BR1, and thesupport plate 86 is dimensioned to bound the perimeter of the coolingcavity 96 as illustrated in FIGS. 3 and 5 . The seal arc segments 66 arearranged such that the first and third localized regions LR1, LR3 of thebackside face 72C are outward (e.g., radially inward relative to theradial direction R) of the perimeter of the cooling cavity 96. The firstand third localized regions LR1, LR3 can be exposed to a pressure thatis less than a pressure in the cooling cavity 96, which could be thesame or could differ from the pressure in the gas path GP.

During operation, pressurized cooling flow CF is conveyed from eachfeeding passage 68P to the cooling cavity 96. A first fluid pressure isestablished in the cooling cavity 96, and a second fluid pressure isestablished between the support plate 86 and the respective leading andtrailing edge sections 72L, 72T which may be higher or substantially thesame as an adjacent region of the gas path GP. The first and secondfluid pressures can be the same or can differ to establish a pressuredifferential between the feeding plenum 94 and cooling cavity 96 (andadjacent gas path GP). The pressurized cooling flow CF is conveyed tothe cooling cavity 96 in operation such that a fluid pressure across thesecond localized region LR2 of the backside face 72C is greater than afluid pressure across the first localized region LR1 and/or is greaterthan a fluid pressure across the third localized region LR3 of thebackside face 72C. In the illustrative example of FIG. 5 , a portion ofthe cooling flow CF in the cooling cavity 96 is conveyed through eachcooling passage 86P in a direction towards the leading edge section 72Lof the seal arc segment 66.

FIG. 7 illustrates an assembly 160 for a gas turbine engine according toanother example. In this disclosure, like reference numerals designatelike elements where appropriate and reference numerals with the additionof one-hundred or multiples thereof designate modified elements that areunderstood to incorporate the same features and benefits of thecorresponding original elements. The assembly 160 includes at least oneseal arc segment 166, at least one support 168 and a support plate 186.

The assembly 160 establishes a cooling scheme 192 including a feedingplenum (or cavity) 194 and cooling cavity 196. A seal member 187 iscaptured between the engine case 170 and support plate 186 to bound aperimeter of a feeding plenum 194. The seal member 187 can incorporatevarious seal configurations. In the illustrative example of FIG. 7 , theseal member 187 is a W-seal arranged to oppose flow along an axial gapbetween the engine case 170 and support plate 186.

The support 168 includes at least one face seal 190 dimensioned toengage the interface portion 174. The face seal 190 is dimensioned tooppose fluid flow along an axial gap between the interface portion 174and a first interface portion 178 of the support 168. The face seal 190is dimensioned to bound a perimeter of the cooling cavity 196 adjacentto a third localized region LR3.

The support plate 186 includes a plate flange 186F extending outwardlyfrom a plate body 186A. The plate flange 186F is dimensioned to extendalong an inner diameter 186ID of the support plate 186.

The seal arc segment 166 can include one or more sacrificial members 188disposed on surfaces of rails 174R of interface portion 174 and/orsurfaces of a backside face 172C of the seal arc segment 166. The plateflange 186F is arranged to contact an adjacent sacrificial member 188along a rail 174R-1 to bound the perimeter of the cooling cavity 196adjacent to a first localized region LR1. In other examples, thesacrificial member(s) 188 are omitted, and the face seal 190 and plateflange 186F directly abut against the respective rails 174R.

The sacrificial members 188 can be made of a material that differs froma material of the face seal 190 and/or plate flange 186F. Thesacrificial members 188 can be machined or otherwise formed to have acomplementary geometry with the respective rail 174R while preserving aconstruction of the underlying laminate structure of the seal arcsegment 166. The sacrificial member 188 can be a coating, sheet metalformed to a complementary geometry, or constructed from one or moresacrificial plies or layers, for example, and is dimensioned toeliminate or otherwise reduce direct contact between surfaces of theface seal 190 and plate flange 186F and the respective rails 174R-1,174R-2. An example coating includes a silicon metal that is adapted tosubstantially match a rate of thermal expansion of the seal arc segment166 to reduce a likelihood of spalling of the laminate structure of theCMC layup. Utilizing coatings to form the sacrificial member 188 caneliminate or otherwise reduce a leak path control dimesional variationand can provide low surface roughness to improve sealing along theinterface.

Each seal arc segment 166 is dimensioned to establish a first backsideregion BR1 and a second backside region BR2 along a backside 173 of theseal arc segment 166 radially opposed to the sealing face 172A. Thesacrificial members 188 are arranged such that a backside surface regionBRS is established along surfaces of the seal arc segment 166 andsacrificial members 188 exposed to the cooling cavity 196. The seal arcsegment 166 is arranged such that a perimeter of the backside surfaceregion BRS surrounds and extends outwardly of the first backside regionBR1.

The cooling scheme 192 includes one or more feeding and cooling passages168P, 186P arranged to convey cooling flow CF towards adjacent portionsof the seal arc segments 166. The feeding and cooling passages 168P,186P can be arranged at various radial distances or heights relative tothe backside face 172C of the seal arc segment 166. For example, thesupport 168 can be dimensioned such that an exit port 168E of thefeeding passage 168P is defined radially inwardly of a radially outwardsurface 168RO of the support 168 bounding the cooling cavity 196, asillustrated in FIG. 7 .

FIG. 8 illustrates an assembly 260 for a gas turbine engine according toanother example. The assembly 260 includes at least one seal arc segment266, support 268 and support plate 286. The assembly 260 establishes acooling scheme 292 including a feeding plenum 294 and cooling cavity296.

The support plate 286 may generally be referred to as a “dog bone seal”and includes a plate body 286A and a plate flange 286F extendingtransversely from the plate body 286A. The plate body 286A is arrangedto abut an engine case 270 directly or along a sacrificial member 298which can be constructed according to any of the techniques disclosedherein. The support plate 286 is arranged such that a major component ofthe plate body 286A and a minor component of the plate flange 286Fextend in a radial direction R and such that a minor component of theplate body 286A and a major component of the plate flange 286F extend inan axial direction X relative to the longitudinal axis A.

The support plate 286 includes a stop member 286C extending outwardlyfrom the plate body 286A. The stop member 286C is radially aligned witha second end portion 284C of retention pin 284 to limit axial movementof the retention pin 284 relative to the longitudinal axis A.

FIG. 9 illustrates an assembly 360 for a gas turbine engine according toanother example. The assembly 360 includes at least one seal arc segment366, at least one support 368 and support plate 386. The seal arcsegment 366 can be dimensioned to such that a leading edge section 372Lspans a length L_(BRL) and such that a trailing edge section 372T spansa length L_(BRT) in an axial direction X. The lengths L_(BRL), L_(BRT)can be the same or can differ as illustrated in FIG. 9 .

The seal arc segment 366 can be made of high temperature materialsincluding any of the materials disclosed herein. In the illustrativeexample of FIG. 9 , the seal arc segment 366 is made of a CMC materialincluding a plurality of layers CL in stacked relationship to establisha laminate structure of a CMC layup. Each layer CL can incorporatevarious fiber arrangements and materials.

Various constructions can be utilized to establish the CMC layup. In theillustrative example of FIG. 9 , each seal arc segment 366 includesfirst, second and third sets of layers CL (indicated at CL-1 to CL-3)that cooperate to establish a sealing portion 372 and interface portion374 of the seal arc segment 366. The first set of layers CL-1 establishrails 374R and intermediate portion 3721 along a second localized regionLR2. The second set of layers CL-2 establish an internal core of thesealing portion 372. The third set of layers CL-3 extend along the firstand second sets of layers CL-1, CL-2 to establish the rails 374R and thefaces 372A, 372C of the sealing portion 372. The CMC layup can includeone or more fillers or stiffening members SM arranged between the setsof layers CL-1, CL-2 and/or CL-3. The stiffening members SM can includevarious materials such as chopped fibers in a resin matrix, for example.

The ply layers CL are arranged in stacked relationship to establish abackside cavity 374S between the first and second rails 374R-1, 374R-2along the second region LR2 of the seal arc segment 366. In theillustrative example of FIG. 9 , the first set of layers CL-1 areradiused at interfaces 399 between the sealing portion 372 and therespective rails 374R. Other example geometries at the interfaces 399can include planar sloping facings interconnecting vertical faces of therails 374R and the backside face 372C.

The support plate 386 can include one or more plate bores 386B (oneshown for illustrative purposes) dimensioned to at least partiallyreceive a second end portion 384C of a respective retention pin 384. Inan installed position, each interface bore 374B is partially orcompletely radially aligned with an adjacent support bore 378B and/orplate bore 386B. Each retention pin 384 is slidably received in, andextends at least partially through, the interface bore 374B of each rail374R-1, 374R-2. The first end portion 384B of the retention pin 384 isat least partially received or inserted into the respective support bore378B, and the second end portion 384C of the retention pin 384 is atleast partially received or inserted into the respective plate bore 386Bto secure the first interface portion 374 of the seal arc segment 366 tothe support 368. Various techniques can be utilized to secure theretention pin 384 to the support 368 and/or support plate 386, such aspress fitting or threadedly attaching the retention pin 384 in thesupport bore 378B and/or plate bore 386B.

FIG. 10 illustrates a seal arc segment 466 according to another example.A backside 473 of the seal arc segment 466 can be substantially planaror can be contoured utilizing various techniques. For example, surfacesof first and/or second rails 474R-1, 474R-2 can be chamfered or beveledto slope towards the backside face 472C, as illustrated in FIG. 10 . Inother examples, the rails 474R can include fillets along the edge faces474RF-1, 474RF-2. The seal arc segment 466 can include one or moreundulations 497 between the rails 474R along a second localized regionLR2. The undulations 497 can be established by a set of grooves andridges along a surface of the backside face 472C, for example.

FIG. 11 illustrates an assembly 560 according to another example. Theassembly 560 includes a support 568 and at least one seal arc segment566 mounted to the support 568. The support 568 includes a mountingportion 576, a first interface portion 578 and a second interfaceportion 579, which can be made of any of the materials disclosed herein.The mounting portion 576 is attachable to the engine static structure 36directly or through the engine case 70 (shown in dashed lines forillustrative purposes). In the illustrative example of FIG. 11 , theinterface portions 578, 579 are a pair of opposed flanges that extendingradially inwardly from the mounting portion 576 in a direction towardsthe longitudinal axis A.

The first interface portion 578 includes a first sloped surface 578S,and the second interface portion 579 includes a second sloped surface579S. The sloped surfaces 578S, 579S are generally opposed to each otherand are dimensioned to face in the radial and circumferential directionsR, T in an installed position, as illustrated in FIG. 11 .

The support 568 includes a support cavity 577 established between theinterface portions 578, 579. The sloped surfaces 578S, 579S of theinterface portions 578, 579 are dimensioned such that the support cavity577 has a generally dovetail shaped geometry.

Referring to FIGS. 11-13 , the seal arc segment 566 includes a pair ofrails 574R (indicated at 574R-1, 574R-2). The rails 574R are dimensionedto extend from and between the mate faces 572B. Each of the rails 574Rinclude a respective pair of hooks 574H. The rails 574R extend radiallyoutwardly in a radial direction R from the sealing portion 572 torespective edge faces 574RF (indicated at 574RF-1, 574RF-2). The hooks574H can be dimensioned such that surfaces of the edge faces 574RFinclude planar segments at terminal ends of the hooks 574H and contouredsegments between the hooks 574H and adjacent to the mate faces 572B, asillustrated in FIG. 12 . The contouring establishes respective pockets574P adjacent the mate faces 572B. Each hook 574H is dimensioned tocomplement a geometry of the respective sloped surfaces 578S, 579S. Abackside cavity 574S is established between the rails 574R along asecond region LR2 (FIG. 13 ) of the seal arc segment 566.

Referring to FIG. 11 , with continuing reference to FIGS. 12-13 , thesupport cavity 577 is dimensioned to at least partially receive therails 574R. Pairs of the pockets 574P adjacent to the respective matefaces 572B are substantially aligned in the axial and circumferentialdirections X, T and are dimensioned to form a generally concave ordovetail shape for engagement with the interface portions 578, 579. Theseal arc segment 566 is moved in a direction D3 such that adjacent pairsof the hooks 574H abut the respective sloped surfaces 578S, 579S of theinterface portions 578, 579 to mount the seal arc segment 566 to thesupport 568 in an installed position. The interface portions 578, 579are shown in dashed lines in FIG. 13 for illustrative purposes. Thedirection D3 can have a major component in the axial direction X and canbe parallel to the longitudinal axis A.

Referring to FIG. 13 , with continuing reference to FIGS. 11-12 , theassembly 560 establishes a cooling arrangement or scheme 592. Variouscooling schemes 592 may be utilized, including any of the coolingschemes in combination with any of the assemblies disclosed herein.Coolant source CS is configured to supply cooling air or fluid flow CFto a cooling cavity 596. A backside surface region BRS of the seal arcsegment 566 is established along surfaces of the seal arc segment 566exposed to the cooling cavity 596. The support 568 can include at leastone face seal 590 dimensioned to engage a respective one of the rails574R, such as the second rail 574R-2 as illustrated in FIG. 11 .

Various materials can be utilized to construct the seal arc segment 566,including any of the materials disclosed herein. In the illustrativeexample of FIG. 13 , the seal arc segment 566 is made of a CMC materialincluding a plurality of layers CL in stacked relationship to establisha laminate structure of a CMC layup. Each layer CL can incorporatevarious fiber arrangements and materials, including any of the materialsand arrangement disclosed herein such as the arrangement of FIG. 9 .

The seal assembly 560 including the seal arc segment 566 and coolingscheme 592 can be dimensioned according to any of the relationshipsdisclosed herein, including but not limited to the disclosed load ratiosand values, including a first load ratio (BR1:BR2) and a surface loadratio (BRS:BR2). The seal arc segment 566 can be dimensioned to suchthat a leading edge section 572L spans a length L_(BRL) and such that atrailing edge section 572T spans a length L_(BRT) in the axial directionX. The lengths L_(BRL), L_(BRT) can be the same or can differ asillustrated in FIG. 13 .

The disclosed seal arc segments 66/166/266/366/466/566 can bedimensioned and/or arranged utilizing any of the techniques and valuesdisclosed herein. The disclosed arrangements may reduce radial pressureloads on the attachment points of the seal arc segments whileestablishing a full gas path surface. Reduced pressure loads can lowerlocalized stress concentrations along and/or adjacent to the attachmentpoints and can improve durability of the seal arc segments.

It should be understood that relative positional terms such as“forward,” “aft,” “upper,” “lower,” “above,” “below,” and the like arewith reference to the normal operational attitude of the vehicle andshould not be considered otherwise limiting.

Although the different examples have the specific components shown inthe illustrations, embodiments of this disclosure are not limited tothose particular combinations. It is possible to use some of thecomponents or features from one of the examples in combination withfeatures or components from another one of the examples.

Although particular step sequences are shown, described, and claimed, itshould be understood that steps may be performed in any order, separatedor combined unless otherwise indicated and will still benefit from thepresent disclosure.

The foregoing description is exemplary rather than defined by thelimitations within. Various non-limiting embodiments are disclosedherein, however, one of ordinary skill in the art would recognize thatvarious modifications and variations in light of the above teachingswill fall within the scope of the appended claims. It is therefore to beunderstood that within the scope of the appended claims, the disclosuremay be practiced other than as specifically described. For that reasonthe appended claims should be studied to determine true scope andcontent.

What is claimed is:
 1. A seal assembly for a gas turbine engine comprising: a seal arc segment including a sealing portion, a first rail and a second rail opposed to the first rail, the sealing portion extending in a circumferential direction between opposed mate faces and extending in an axial direction between a leading edge and a trailing edge, each of the first and second rails extending outwardly in a radial direction from the sealing portion to respective first and second edge faces, and the sealing portion including a sealing face dimensioned to bound a gas path and including a backside face opposed to the sealing face; wherein the first and second rails includes respective first and seconds pairs of hooks dimensioned to mount the seal arc segment to an engine static structure in an installed position; and wherein the seal arc segment radially opposed to the sealing face between the first and second edge faces establishes a first region, the first region inclusive of a portion of the backside face and the first and second edge faces, the seal arc segment radially opposed to the sealing face between the leading and trailing edges establishes a second region, the first and second regions extending in the circumferential direction between the mate faces, the second region inclusive of the backside face and the first region, a radially facing component of a total surface area of the first region divided by a radially facing component of a total surface area of the second region establishes a load ratio, and the load ratio is equal to or less than 0.5.
 2. The assembly as recited in claim 1, wherein the seal arc segment comprises a ceramic material.
 3. The assembly as recited in claim 2, wherein the seal arc segment includes a plurality of ply layers in stacked relationship that establish a backside cavity between the first and second rails along the second region.
 4. The assembly as recited in claim 3, wherein the plurality of ply layers are radiused at interfaces between the sealing portion and the respective first and second rails.
 5. The assembly as recited in claim 2, wherein a backside cavity is established between the first and second rails, and a radially facing component of a total surface area of the backside cavity divided by the radially facing component of the total surface area of the second region is equal to or less than 0.2.
 6. The assembly as recited in claim 5, wherein a radially facing component of a total surface area of the first and second edge faces divided by the radially facing component of the total surface area of the first region is equal to or less than 0.5.
 7. The assembly as recited in claim 6, wherein the load ratio is equal to or greater than 0.2, and is equal to or less than 0.4.
 8. The assembly as recited in claim 1, further comprising: a support including a mounting portion and an interface portion extending from the mounting portion; wherein the mounting portion is attachable to the engine static structure in the installed position; and wherein the interface portion includes a first interface portion and a second interface portion opposed to the first interface portion in the circumferential direction to bound a support cavity, and the first and second interface portions are dimensioned to engage respective hooks of each pair of the first and second pairs of hooks to mount the seal arc segment in the support cavity.
 9. The assembly as recited in claim 8, wherein: each hook of the first and second pairs of hooks includes a contoured segment establishing a respective pocket adjacent to a respective one of the mate faces; and the first and second interface portions include respective first and second sloped surfaces that bound the support cavity, and each of the first and second sloped surfaces are dimensioned to mate with the contoured segment of a respective hook of the first pair of hooks and with the contoured segment of a respective hook of the second pair of hooks to mount the seal arc segment in the support cavity.
 10. The assembly as recited in claim 8, wherein: the seal arc segment comprises a ceramic matrix composite material; the sealing portion includes a first cantilevered section between the first rail and the leading edge, and includes a second cantilevered section between the second rail and the trailing edge, and the second region is established along the first and second cantilevered sections; and a cooling cavity is established such that a perimeter of the cooling cavity is bounded by the support and the backside face between the first and second rails.
 11. The assembly as recited in claim 10, wherein the cooling cavity is coupled to a fluid source that conveys pressurized cooling flow to the cooling cavity in operation such that a fluid pressure in the cooling cavity along the first region is greater than a fluid pressure across the first cantilevered section and is greater than a fluid pressure across the second cantilevered section.
 12. A gas turbine engine comprising: an engine case extending along an engine longitudinal axis; an array of blades rotatable about the engine longitudinal axis; and a seal assembly comprising: an array of blade outer air seals (BOAS) arranged about the array of blades, each of the BOAS including a sealing portion, a first rail and a second rail opposed to the first rail, the first and second rails extending outwardly from the sealing portion, each of the first and second rails including respective first and second pairs of hooks, and the sealing portion including a sealing face dimensioned to bound a core flow path and including a backside face opposed to the sealing face; and at least one support attachable to the engine case, wherein the at least one support includes a first interface portion and a second interface portion opposed to the first interface portion, wherein the first and second interface portions are dimensioned to engage respective hooks of each pair of the first and second pairs of hooks to mount the respective BOAS; wherein a cooling cavity is established in a radial direction between the at least one support and the backside face and in an axial direction between the first and second rails relative to the engine longitudinal axis; and wherein a radially facing component of a total surface area of the respective BOAS along the cooling cavity divided by a radially facing component of a total surface area of the blade outer air seal opposite the sealing face establishes a load ratio, and the load ratio is equal to or less than 0.5.
 13. The gas turbine engine as recited in claim 12, wherein each of the BOAS comprises a ceramic material.
 14. The gas turbine engine as recited in claim 12, wherein: each of the first and second rails extends outwardly in the radial direction from the sealing portion to respective first and second edge faces; a backside cavity is established between the first and second rails; a radially facing component of a total surface area of the first and second edge faces divided by a radially facing component of a total surface area of the backside cavity is equal to or less than 1.0; and the load ratio is equal to or greater than 0.2, and is equal to or less than 0.4.
 15. The gas turbine engine as recited in claim 14, wherein: the at least one support includes a mounting portion and an interface portion extending inwardly in the radial direction from the mounting portion relative to the engine longitudinal axis; the mounting portion is attachable to the engine case; and the interface portion includes a first flange and a second flange opposed to the first flange to bound a support cavity in a circumferential direction relative to the engine longitudinal axis, and the first and second flanges are dimensioned to engage respective hooks of each pair of the first and second pairs of hooks to mount the respective BOAS in the support cavity.
 16. The gas turbine engine as recited in claim 15, wherein: the first and second pairs of hooks establish a portion of the radially facing component of the total surface area of the respective BOAS along the cooling cavity; the sealing portion extends in the circumferential direction between opposed mate faces; each hook of the first and second pairs of hooks includes a contoured segment establishing a respective pocket adjacent to a respective one of the mate faces; the first and second flanges include respective first and second sloped surfaces that bound the support cavity, and each of the first and second sloped surfaces are dimensioned to mate with the contoured segment of a respective hook of the first pair of hooks and with the contoured segment of a respective hook of the second pair of hooks in response to moving the respective BOAS in the axial direction to mount the respective BOAS in the support cavity.
 17. The gas turbine engine as recited in claim 12, wherein: each of the BOAS comprises a ceramic material; each of the first and second rails extends outwardly in the radial direction from the sealing portion to respective first and second edge faces; a backside cavity is established between the first and second rails; each pocket of the first pair of hooks is substantially aligned in a circumferential direction with a respective one of the pockets of the second pair of hooks relative to the engine longitudinal axis such that the respective pockets are spaced apart in the axial direction by the backside cavity; and a radially facing component of a total surface area of the first and second edge faces divided by a radially facing component of a total surface area of the backside cavity is equal to or less than 1.0.
 18. A method of sealing for a gas turbine engine comprising: positioning a seal arc segment relative to a support, the support attachable to an engine static structure, wherein the seal arc segment includes opposed first and second rails extending radially outwardly from a sealing portion, the first and second rails including respective first and second pairs of hooks, and the sealing portion including a sealing face dimensioned to bound a gas path and includes a backside face radially opposed to the sealing face; moving the first and second pairs of hooks into engagement with the support such that the seal arc segment is carried by the first and second pairs of hooks; conveying pressurized cooling flow to a cooling cavity, and wherein the support and the backside face of the seal arc segment bound a perimeter of the cooling cavity; and wherein a radially facing component of a total surface area of the seal arc segment along the cooling cavity divided by a radially facing component of a total surface area of the seal arc segment opposite the sealing face establishes a load ratio, and the load ratio is equal to or less than 0.5.
 19. The method as recited in claim 18, wherein the seal arc segment comprises a ceramic material.
 20. The method as recited in claim 18, wherein: the backside face includes a first localized region between the first rail and a leading edge of the sealing portion, a second localized region between the first and second rails bounding the cooling cavity, and a third localized region between the second rail and a trailing edge of the sealing portion; the first and third localized regions are outward of the perimeter of the cooling cavity such the first and third localized regions are exposed to the gas path; and the conveying step occurs such that a fluid pressure across the second localized region is greater than a fluid pressure across the first localized region and is greater than a fluid pressure across the third localized region. 